Coupler operating mechanism



Aug. 16, 1960 E. KOZAK COUPLER OPERATING MECHANISM 3 Sheets-Sheet 1 Filed May 31, 1956 Aug. 16, 1960 E. KOZAK COUPLER OPERATING MECHANISM 3 Sheets-Sheet 2 Filed May 31, 1956 ATTORA/[y Aug. 16, 1960 E. KOZAK 2,949,195

COUPLER OPERATING MEQHANlSM Filed May 31, 1956 3 Sheets-Sheet 3 IHH M H I N VEN TOR. [QM A/Pfl K OZAK COUPLER OPERATING MECHANISM Edward Kozak, Cleveland, Ohio, assignor to National Malleable and Steel Castings Company, Cleveland, Ohio, a corporation of Ohio Filed May 31, 1956, Ser. No. 588,552

15 Claims. (Cl. 213-468) This invention relates to railway car coupler operating mechanism, and more particularly to a rotor shaft member which embodies means for preventing operation of the unlocking mechanism of the coupler in the event the coupler is accidentally pulled out of the end of its associated car.

Present designs of railway couplers sometimes embody support means, such as an auxiliary support shelf disposed on the underside of the coupler head and/or interlocking wing and pocket structure, having the function of supporting a mated coupler against dropping onto the track in event one of the couplers is accidentally pulled out from the end of its car. However, it has been found, particularly with the A.A.R. alternate standard type F interlocking coupler, that in the event of a pull-out, as the coupler is in the process of moving away from the car, the unlocking mechanism of the coupler is actuated by the operating rod of the pulled-out coupler, which rod momentarily remains attached at one end to the rotor shaft of the coupler, and at the other end to the usual bracket on the car structure. This actuation of the unlocking mechanism is due to the eccentric force exerted on the rotor shaft of the coupler by the operating rod which causes the shaft to rotate and thereby unlocks the coupler. Unlocking of the pulled-out coupler invariably causes separation of the mated couplers, with the result that the pulled-out coupler drops to the track bed since, as is well understood by those skilled in the art, unless the coupler knuckles remain in locked condition, neither the support means nor the interlocking wing means on the non-pulledout coupler is generally effective to support the pulled-out coupler whose knuckle has been unlocked.

The present invention provides a novel rotor shaft member for a car coupler which is adapted to cause facile separation of the existing operating rod from its usual connection with the rotor shaft and thereby prevent actuation of the unlocking mechanism of the coupler in the event of an accidental coupler pull-out.

Accordingly, the primary object of the invention is to provide novel means for preventing actuation of the unlocking mechanism of a car coupler in the event of an accidental pull-out of the coupler.

Another object of the invention is to provide a car coupler having a rotor shaft member which, in the event of a coupler pull-out, provides for separation of the operating rod of the coupler from the rotor shaft Without actuation of the unlocking mechanism of the coupler and without damage or distortion of the coupler or associated parts.

A more specific object of the invention is to provide a rotor shaft member for a car coupler which comprises a head portion having an open section therein adapted to permit passage therethrough of the hook end of the operating rod of the coupler in the event of a coupler pull-out, to thereby cause facile separation of the rod and rotor shaft and preclude operation of the unlocking mechanism ofthe coupler.

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Fig. 4 is a top plan view, similar to Fig. 3 but showing I the coupler pulled a greater distance from the end of its car with the inner hook end of the uncoupling rod commencing to move through the open section in the head portion of the rotor shaft member and thereby detach itself from the rotor member and prevent actuation of the uncoupling mechanism.

Fig. 5 is an enlarged fragmentary, sectional top plan view of the head of the rotor shaft in the position of the parts as shown in Fig. 4, but with the view rotated approximately degrees from that shown in Fig. 4.

Fig. 6 is an enlarged view, taken generally along line 6--6 of Fig. 4.

Fig. 7 is an enlarged view, taken generally along line 77 of Fig. 4.

Fig. 8 is an enlarged top plan view of the novel rotor shaft member with an uncoupling rod (shown in phantom lines) connected thereto and being in reposed position.

Fig. 9 is an enlarged rear elevational view of the Fig. 8 arrangement.

Fig. 10 is a sectional view taken along line Iii-10 of Fig. 9.

Fig. 11 is an enlarged end elevational view of the rotor member taken from the right of Fig. 9.

:Fig. 12 is an enlarged top plan view showing a modification of the invention with the uncoupling rod (shown in phantom lines) connected thereto and being in reposed position. 1

Fig. 13 is a rear side elevational view of the Fig. 12 arrangement.

Fig. 14 is an end elevational view of the modified rotor shaft taken from the right of Fig. 13.

Fig. 15 is an enlarged, fragmentary top plan view showing the operating rod being supported on the bottom wall of the modified rotor shaft during separation of the rod from the rotor in a pull-out.

Referring to the drawings, the coupler operating mechanism is shown applied to a coupler 2 (indicated by dotdash lines) and the end of a car body 4. The coupler is mounted on the car by means of the usual support structure 6 (also shown in dot-dash lines) and in the embodiment shown is an A.A.R. alternate standard type F interlocking coupler. It-will be understood, of course, that while the invention has been shown embodied in a particular type of coupler, it may be used with any coupler that utilizes an operating or uncoupling rod which at one end is connected to the unlocking mechanism of the coupler and on the other end is attached to the. car structure.

In the embodiment shown, the operating rod 5 is a conventional A.A.R. standard operating rod for the aforethereof The J-shaped inner end 14 of the operating rod is connected to a rotor member 16 which is mounted on the underside of the coupler head for rotation about a horizontal axis, as is well known to those skilled in the art. Rotor 16 is connected to the usual unlocking mechanism (not shown) which lifts the lock of the coupler out of locking position upon rotation of rod 5 by means of handle 12.

Rotor shaft member 16 comprises the conventional shank portion 18, and in accordance with the invention, a hooded head portion to which the J-h'ook 14, of the uncoupling rod is connected. Shank portion 18 comprises the usual cylindrical bearing sections 1811 and 18b which are adapted to be received in the complementary bearing portions on the underside of the coupler head. Located between bearing portions 18:: and 1813 is the key portion 19 which is adapted to be received in a slot in the conventional rotor lever (not shown) of the coupler unlocking mechanism to operatively connect the rotor shaft 16 to the rotor lever. In the embodiment shown, the unlocking mechanism comprises the aforementioned rotor lever and the usual toggle or lifter link (not shown) which is connected to the lock of the coupler. Upon actuation of the operating rod 5, the rotor shaft 16 is caused to rotate, thereby operating the unlocking mechanism to cause the lock to move to unlocking position. Head portion 20 of rotor member 16 comprises top wall 22, front and rear walls 24 and 26, and outer and inner walls 28 and 29, defining a cavity 30 for receiving, in connecting relationship, the J-hook 14 of operating rod 5. It will be seen that hook portion 14 of the rod overlaps end wall 28. of the rotor shaft head and positively connects the rod to the rotor shaft when the rod is in assembled condition on the car. Upon actuation of rod 5 by pulling upwardly on handle 12, hook portion 14 is adapted to engage the inner sides of front and rear walls 24 and 26 of the rotor shaft to cause rotation of the latter in a counterclockwise direction, as viewed in Fig. 11, and thereby operate the unlocking mechanism of the coupler. As can best be seen in Figs. 8 to 11 inclusive, front wall 24 comprises a generally vertical upper portion 240, a generally rearwardly and downwardly sloping central portion 24b, and a generally vertical lower portion 240 offset rearwardly of upper portion 24a. Sufficient clearance as at 31 (Fig. 11) is provided between the operating rod 5 and upper portion 24a of front wall 24 to ensure that no binding will occur between the-outer edge of the wall and the rod upon actuation of the latter to operate the coupler, and during lateral angling of the coupler in service. Portion 240 comprises a rearwardly facing abutment surface 32 which is adapted for engagement with hook portion 14 of the operating rod, as aforesaid, to actuate the rotor. Outer end wall 28 of head portion 20 does not extend the full height of the latter but terminates below top wall 22 to. thereby provide an open or slotted section 33 (Fig. 11) through which rod 5 extends. As can be seen in Fig. 9, the rod when in assembled, reposed position in the rotor, is adapted to rest on the top surface 28a of end wall 28 and be supported thereby. Top surface 28a adjacent its forward extremity is tapered downwardly as at 34 (Fig. 11) to prevent binding between the rotor shaft and the rod upon actuation of the latter. It is preferable that sufficient clearance as at 35 exists between hook 14 and wall portion 240 so as to provide for limited free rotational movement of the operating rod while the railway vehicles are in transit. However, the clearance must not be excessive since this would prevent proper operation of the unlocking mechanism of the coupler. In order to be able to visually check the clearance between hook portion 14 and wall 240, the front lower extremity of end wall 28 is cut away as at 28b (Fig. 1 1). The outer end 36 of top wall 22 is disposed inwardly of end wall 28 (Figs. 8 and 9) to provide greater freedom of movement between rod 5 and wall 22 during actuation of the rod and during relative vertical movement between the coupler and the. car, such as. occurs in service. Top wall 22, in order to conform to the general contour of hook portion 14 of the rod, is of generally arcuate configuration and merges at its inner end with inner end wall 29 which is also, in the embodiment shown, of generally arcuate configuration.

Rear side wall 26 comprises an upper, generally vertical portion 26a and a lower portion 2611 which slopes downwardly and rearwardly from portion 26a. The rearward slope of portion 26b precludes any interference occurring between wall 26 and the hook portion 14 of the operating rod when the unlocking mechanism of the coupler is in lock-set position and the rod is in reposed position, as will be well understood by those skilled in the art. As may be seen in Figs. 8 and 9, the outer edge 37 of wall 26 is spaced from end wall 28 to form an open section or passageway 38 for a purpose to be hereinafter described. It will be observed that passageway 38 is in direct communication with the aforementioned slotted section 33 between top surface 28a of end wall 28 and top wall 22.

Application of operating rod 5 to the rotor shaft is preferably accomplished by feeding the hook end 14 of the rod diagonally and upwardly into the recess 30 of the head portion 20 of the rotor shaft, through open section 38 thereof and then pivoting the rod into supported relationship with end wall 23 of the rotor shaft. The outer end of rod 5 is then placed in proper position in U-shaped portion 7 of support bracket 10 and the usual cotter pin is inserted through portion 7 to maintain the rod in assembled condition.

The functioning of the novel rotor shaft to prevent actuation of the unlocking mechanism in case of an accidental coupler pull-out is as follows.

Referring first to Fig. 3, the coupler 2 is shown pulled out of the end of its associated car. 'It will be understood that the pulled-out coupler will be supported by the opposing mated coupler (shown in dot-dash lines in Fig. 4) as long as both couplers remain in locked condition.

As the coupler 2 is pulled away from the end of its car, the rod 5 is pulled by the coupler through U-shaped portion 7 of support bracket 10 until handle portion 12 of the rod engages bracket It as shown in Fig. 3. In the latter position, it will be apparent that no further sliding movement of the rod with respect to the bracket can occur upon further outward movement of the coupler. In existing constructions of rotor shaft members, such as that now in use in the type F coupler, an eccentric force would be exerted on the shaft member by the uncoupling rod as the coupler approached the Fig. 3 position. Such force tends to cause rotation of the rotor shaft member of the F coupler in a direction to effect unlocking of the coupler knuckle. However, with a rotor shaft embodying the present invention, no eccentric force is applied to the rotor shaft during movement of the coupler to the Fig. 3 position and therefore no actuation of the shaft occurs. As the coupler is pulled beyond the Fig. 3 position, the rod 5 temporarily acts as a tie between the bracket 10 and the coupler and causes'the latter to pivot slightly in a counterclockwise direction, the handle end of the operating rod simultaneously pivoting about bracket 10, as shown in Fig. 4. During movement of the coupler to the Fig. 4 position, the operating rod 5 leaves the supporting surface 28a of end wall 28 of the head portion of the rotor shaft and starts to pass through open section 38 of head portion 20, to effect separation of the rotor shaft and operating rod as the pulled-out coupler is carried forward by the opposing mated coupler 39. In disengaging from the rotor shaft, the J-hook 14 moves in a generally rectilinear direction along the axis of the uncoupling rod. This facile separation of the rod and shaft precludes actuation of the unlocking mechanism of the coupler and thus prevents the pulled-out coupler from dropping to the track bed. It will be understood that as rod 5 slips off support surface 28a on end wall 28 during a pull-out, hook portion 14 of the rod not only withdraws through open section 38, but also tends to drop away from the rotor shaft, as

may be seen in Figs. 6 and 7. The relative position of the rod and rotor shaft, asshown in Figs. 4 to 7, is that immediately preceding separation of the rod from the shaft.

As will be seen from Figs. 5 to 7, the hook portion 14 of the rod will slip through open section 38 of the rotor shaft without interference and will not only prevent unlocking of the pulled-out coupler, but also will prevent any damage to the operating rod bracket 10, operating rod 5, and rotor shaft 16 of the pulled-out coupler. Once the rod has become disconnected from the coupler, it will hang from bracket 10. In existing rotor shaft constructions there is no provision for automatic disconnection of the uncoupling rod therefrom during a coupler pull-out and since the rod remains connected under such conditions, distortion and breakage of the support bracket, rod, or rotor shaft will occur, in addition to unlocking of the coupler.

The novel rotor shaft is readily interchangeable with the existing rotor shaft in the type F coupler and does not require any structural changes to be made in the coupler head or to the operating rod. It will be apparent that head portion 20 of the rotor shaft, as described herein, may be incorporated in various types of rotor shafts now in use on car couplers.

Figs. 12 to 15, inclusive, show a modification of the invention wherein the head portion 20 of the rotor shaft 16 also comprises a bottom wall or floor 40 in addition to the aforementioned top wall 22, front and rear walls 24 and 26 and inner and outer end walls 29 and 28. As can be best seen from Figs. 12, 14 and 15, floor 40 extends generally rearwardly as at 40a with respect to top wall 22 and outer end wall 28 and is adapted to support the operating rod 5 during a pull-out until the hook portion 14 of the rod is substantially entirely withdrawn through open section 38 in the rotor shaft, as may be seen in Fig. 15. Suficient clearance as at 41 is provided between floor 40 and hook portion 14 of operating rod 5 when the latter is in supported position on top surface 28a of end Wall 28 (Figs. 13 and 14) so that no interference occurs between the rod and floor 40* in normal operating position. Wall '40 also acts as a shield to protect recess 30 in the head portion of the rotor shaft from the entry of foreign matter that might interfere with proper operation of the mechanism, in addition to tying together the various walls of the rotor head and materially strengthening the device.

As the head portion 20 of the rotor 16 (both embodiments) is described above and illustrated in Figs. 8 to 15, basic structure enabling emergency separation of the operating rod 5 from the rotor resides in the disposition of walls of the head portion which extend, in part, transversely of the axis of rotation of the rotor and, in part, lengthwise of such axis in series open-circuit arrangement to define a central opening and a passageway extending from this opening between a pair of adjacent walls in a direction that is lateral with respect to the axis of rotor of rotation. For example, as Figs. 5 or 1 5 illustrate, the front and rear walls 24 and 26 extend lengthwise of the rotor axis; the outer and inner walls 28 and 29 extend transversely with respect to the rotor axis. These walls are related in series (in the order of 26, 29, 24, 28) opencircuit arrangement (walls 26 and 28 separated) to define the central cavity or opening 30 and the passageway 38 merging with the opening and extending therefrom in a direction in transverse relation with the rotor axis.

From the foregoing description and accompanying drawings it will be readily understood that the invention provides novel means for preventing actuation of the unlocking mechanism of various existing couplers in event of an accidental pull-out of the latter and thus precludes dropping of the coupler to the track bed, in the case where the pulled-out coupler is adapted to be supported by means on an opposing mated coupler. It will also be understood that the novel rotor shaft member prevents damage to the operating mechanism of the coupler and operating rod support structure on the-car, in case of a pull-out.

The terms and expressions which have been employed are used as terms of description and not of limitation and there is no intention of excluding such equivalents of the invention described or of the portions thereof as fall within the purview of the claims.

What is claimedis:

l. A rotor shaft member for a car coupler comprising a head portion, said portion having a top wall, an outer end wall and front and rear walls defining a cavity for receiving an end of an operating rod therein in connecting relationship, said 'end wall having a top surface for supporting the rod, said surface being spaced from said top wall, said head portion having a passageway adjacent said rear Wall for permitting generally linear withdrawal therethrough of said end of the rod in the event of an accidental pull-out of the coupler from its associated car.

2. A rotor shaft member in accordance with claim 1 wherein said head portion comprises a'bottom wall'which has a portion adjacent said passageway which extends generally rearwardly with respect to said end wall, said rearwardly extending portion being adapted to support thereon an end of an operating rod until the latter is entirely withdrawn through said passageway.

3. In coupler mechanism, the combination of a car coupler having a rotor shaft member mounted thereon and an uncoupling rod connected at one end to the associated railway vehicle and at its other end having a portion connecting the rod to said rotor shaft, said rotor shaft comprising a head portion receiving said connecting portion of said rod and having an opening therein through which said rod extends when in assembled position on the vehicle, said head portion having another opening communicating with said first-mentioned opening through which said connecting portion of said rod is adapted to pass to cause separation of said rod and rotor shaft in the event the coupler is accidentally pulled out of the end of the railway vehicle.

4. A rotor shaft member for a car coupler comprising a shank portion and a head portion, said head portion comprising front and rear walls and an outer end wall defining a cavity for receiving therein a hook-shaped connecting portion of an associated operating rod, said end wall having a top surface for supporting an operating rod, said front and rear walls having inner surfaces adapted for engagement with the hook portion of the rod upon actuation of the latter to actuate said member, said rear wall comprising upper and lower portions, said lower portion being sloped rearwardly and downwardly from said upper portion.

5. A rotor shaft member in accordance with claim 4 wherein said front wall comprises generally vertical upper and lower portions, said upper portion being offset forwardly of said lower portion to thereby provide suflicient clearance between the rod and said front wall upon actuation of the rod and during lateral angling of the coupler.

6. In combination, a car coupler for a railway vehicle having a rotor shaft member rotatably mounted thereon and an uncoupling rod connected at one end to said vehicle, said rod having at its other end a hook-shaped portion operatively connected to said member, said member having a head portion comprising front and rear walls and an outer end wall defining a cavity for receiving therein said hook-shaped portion, said end wall being spaced laterally from the outer end of said rear Wall to form a passageway for permitting withdrawal therethrough of said hook-shaped portion of the rod in the event of an accidental pull-out of the coupler from the vehicle.

7. A rotor shaft member for a car coupler comprising a shaft and an integral head portion, said head portion comprising a plurality of integrally formed walls between which the hooked end of an associated coupler operating rod is received, said walls being spaced apart at one end to define a passageway through which the hooked end of an associated coupler operating ro'd may be withdrawn in the event of an accidental pull-out of the coupler from its associated vehicle.

8. In a railwaycar coupling mechanism, the combination of a railway car coupler having a locking mechanism therein, rotor means for releasing said locking mechanism, said rotor means having at one end thereof a head portion which head portion has a cavity therein for receiving an end of an operating rod for the rotor means and an opening providing access to said cavity through which said one end of said rod passes, an operating rod having a portion extending substantially axially of said rotor means and means on said one end of said operating rod extending into said cavity through said access opening for rotating said rotor means when said operating rod is rotated and means for disengaging said rod end from said head portion upon a predetermined angular movement of said operating rod relative to the axis of said rotor means.

9. In a lock operating mechanism for a railway car coupler, the combination of a rotor means for releasing a locking device said rotor means having at an end thereof a head portion containing a cavity therein and an opening providing access to said cavity for one end of an operating rod for the rotor means, an operating rod having a portion extending in a direction substantially axially of said rotor means and means on said one end of said operating rod extending into said cavity through said access opening for rotating saidrotor means when said operating rod is rotated, and means for disengaging said one end of said operating rod from said head portion upon a predetermined angular movement of said operating rod relative to the axis of said rotor means.

10. In a lock operating mechanism for a railway car coupler, the combination of a rotor carried by said coupler, an operating rod having an end portion disposed substantially parallel to the axis of said rotor, connecting means on said one end of said operating rod, and a head portion on said rotor and engageable with said connecting means, said head portion including spaced interconnected walls defining therebetween a pocket for receiving the connecting means of said rod in the assembled position, said head portion havingan opening providing access to said pocket for releasing the connecting means upon a predetermined angular movement of said operating rod relative to the axis of the rotor.

11. In a car coupler having 'a rotor shaft member mounted thereon, said member comprising a shank portion and a head portion, said head portion having a top wall, front and rear walls and inner and outer end walls defining a cavity for receiving the end portion of an associated coupler operating rod in connecting relation with the member, said head portion having an open section between said rear wall and said outer end wall for passage of the connecting end of the operating rod therethrough upon a predetermined angular movement of the rod relative to the axis of rotation of the member.

12. Operating mechanism for a car coupler comprising in combination a rotor shaft member carried by the coupler, an operating rod having at one end a hook portion for connection with said member, means at the other end of the rod for attaching the rod to a railway vehicle, said member comprising a hollow head portion having front and rear Walls, inner and outer walls and a top wall defining a cavity for receiving said hook portion, said rear wall having an opening defining a passageway permitting withdrawal of the hook portion therethrough upon a predetermined angmlar movement of the rod relative to the axis of rotation of the member, said outer end wall being cut away adjacent its forward lower extremity to provide an opening therethrough enabling visual inspection into the cavity.

13. In a lock operating mechanism for a railway car coupler, the combination of a rotor carried by said couplcr, an operating rod having an end portion disposed substantially parallel to the axis of said rotor, connecting means on one end of said operating rod, and a head portion on said rotor comprising a plurality of Walls disposed lengthwise and transversely of said axis in series open-circuit arrangement to define an opening for receiving said connecting means, a pair of said walls being separated to define a passageway therebetween extending from said opening in a lateral direction relative to the axis for passage of the connecting means therethrough upon a predetermined angular movement of said operating rod relative to the axis of the rotor.

14. A rotor for operating a locking mechanism in a car coupler comprising a shaft portion and a head portion at one end of the shaft portion, the head portion comprising a plurality of walls extending in part transversely and in part longitudinally relative to the axis of rotation for the rotor in series open-circuit arrangement to define a central opening in the head portion and a passageway extending from said opening between a pair of adjacent Walls of said walls in a direction that is lateral with respect to said axis, said passageway having a width permitting passage therethrough of said connecting means upon predetermined angular movement of the operating rod relative to said rotor from a longitudinal alignment thereof generally lengthwise of the axis.

15. In a lock operating mechanism for a railway car coupler, the combination of a rotor carried by said coupler, said rotor having a head portion, an operating rod extending generally lengthwise of the axis of rotation of the rotor, said rod having means for connecting it with the rotor on one end thereof extending into said head portion, the head portion comprising a plurality of walls extending in part transversely and in part longitudinally relative to the axis of rotation of the rotor in series opencircuit arrangement to define a central opening in the head portion and a passageway extending between a pair of adjacent walls of said walls from said opening in a direction that is lateral with respect to said axis, said passageway having a width permitting passage therethrough of said connecting means upon predetermined angular movement of the operating rod relative to said axis.

References Cited in the file of this patent UNITED STATES PATENTS 

